Method and apparatus for operating an internal combustion engine



Jan. 19, l193.7. W, E EIBjNG 2,068,298

METHODv AND APPARATUS FOR OPERATING AN INTERNAL coMBuSTlcN ENGINE Fil'e'd March 18, 1935 f Patented Jan. 19, 1937 sait-Eo STATES maar' PATENT ortica accesos .application Mai-c1118, 1793's, serial No. 11,741

i laims.

The present invention relates to methods and apparatus for automatically controlling the timing of ignition and analogous factors in the op.

have not proven satisfactory when used on an4v internal combustion engine embodying a governor of the type involving an auxiliary valve in the fuel intake since proper consideration has not been given to the differential of pressures as set upby the operation of the governing mechanism, and proper arrangements have not been provided to care therefor. In overcoming the above-mentioned deiiciency and in improving the prior art, it is a major object of this invention to provide an automatic spark or ignition tining control in association with a governor, the control insuring the most eilicient timing of the ignition during all phases oi', engine operation whether or not the engine be operating under the influence of the governor.

l; A further object of the present invention resides in the provision of novel methods and apparatus in connection with a governor and automatic spark control means for automatically` changing the influencing point within they intake n ofthe engineV on the spark control means from one predetermined pointto another in accordance with the phase 'of operation of the governing mechanism employed. Y

Still a further object of the'present invention 40 resides in the provision of novel means in concontrol means for automatically changing the inuencing point within theg'intake of the engine on the spark control means from a point thepressure in the intake to aY point where the governing mechanism is the factor Acontrolling the pressure. in the intake. l

A'further object lof this invention resides in 5o the provision o1' novel means in combination with an automatic spark control associated with a governing mechanism in an internal combustion engine, wherein the direct effect o! kpressur' adjacent the throttle valve control is veliminated when the spark control is subject'to presnection with a governorand automatic spark where the throttle valve isthe factor controlling .ignition control.

sures in the control of which the governing mechanism is a factor.

A further object of the present invention rev sides in the provision of novel means associated `with a governor mechanism for' automat1ca1ly 5 advancing the spark in an internal combustion y engine in accordance with` the intake pressures of the engine during the period when the throttle valve is a substantial factor in controlling thel intake pressure and maintaining the spark 10 lin its advanced positionA after the governing mechanism becomes elfective as a restrictlon and substantially eliminates the effect of the throttle valve upon the intake pressures,

Still a further objectof the present invention 5 resides in the provision of a novel spark controlling means which is directly responsive to the minimum manifold pressures despite the positioning of the governing means and throttle means and regardless of the phase of operation 2o ofthe internal combustion engine. l

Still a further object of my invention is to provide spark control means in a novel relation to a governor Aof the type'disclosed in my copending Aapplication Serial No. 614,533 led on 25 May 31, 1932, wherein the elements of the governor lcooperate with the controlling means for the `spark control to improve the sensitivity of thelatter. l i

Further objects of the presentinvention will 3o -appear as thesdescription proceeds when taken in connection with the appended claims and attached drawing wherein: l

Figure 1 is a top plan 'view of an assembly embodying the'principles ofthe present inven-v 35 tion showing the governor, the various conduits in connection therewith, distributor elements of the internal combustion engine and a diaphragm y operator or pressure responsive element associated therewith. l

- Figure v2 is' a'sectional viewl taken substantially on the line `2'-2 of Figure 1 showing the-governor in'conjunction with a portion of the car-'- buretor and a portion of the tue! intake and demonstrating. the conduit connections thereto. 5

Figure 3 is a sectional view taken sumantially 'onf the line v3-3of'1i'lgure 1 illustrating'the-details of the valving mechanism employed in connection with the governor and the Aa'mtomatic vWith continued reference tov drawing "wherein like parts `are designated by like ref- 'o erence characters throughout the several flgures, reference numeral I0 indicates generally a governor' of the type disclosed in my copending 55,

Governor I comprises a body portion II having a central passage I2. Passage I2 is designed to receive a control valve I3 shown in its open position by solid lines and its closed position by dotted lines. Valve I3 is automatically operated in responseto characteristics of the flow of fuel 16 throughvpassage I2 to control the speed of the engine on which it may be mounted. Valve I3 is pivotally supported on shafts I4 which extend into the body'where they are associated with the springs and adjusting mechanism of the governor in a casing I5 in a manner described in the aforesaid copending application. Inasmuch as the spring adjustment arrangement of the governor forms no part of the present invention, a vdetailed description thereof is believed '25 unnecessary. Valve I3 comprises a curved scooplike blade I3a and a substantially straight blade Apertures I6 are provided adjacent each end of body II to receive studs I1 or other suitable securing devices. Studs I1 are preferably of sufficient length to extend through a flange I8 provided on intake manifold I9 and thread into suitable threaded apertures 2| provided in a flange 22 of a carburetor 23. A control or throttle valve 24 is vpositioned in passage. 25 of car- --buretor 23 in conventional manner. Carburetor 23 is preferably of any well known design and a detailed ldescription thereof is not deemed necessary. y

The description thus far relates to general features shown in detail in my copending application previously referred to.A It is to be understood that these features are not to be'considered as limitingthe use o f the present invention to a governor such as is disclosed in my copend- .50 .made in connection therewith primarily for the 'purposes of illustration and it is to be understood that the present invention may be embodied in other types of governors. y

The body II cf the governor is formed with a passage or conduit .26 extending from face 21 to face 23 of the governor. Cross passages 29 and 3l connect conduit 26 to passage I2 above and A.below valve I3 and shafts I4. A sleeve 32 is preferably positioned in conduit 26 through a forced nt and is provided with anaperture 34 arranged to be aligned with cross passage 3l to thereby connect the carburetor sidel C of valve- I3 tothe interior 33 of sleeve 32.

Sleeve 32 is arranged to slidably receive a piston 35 provided with a portion 36 of reduced A suitable valve 31 is secured to Por diameter. integrally formed upon the upper end of reduced portion 36. Valve 31 as shown is of gen- V70 eral conical shape and is designedy to seat upon Well known manner. The other end of rod 66 ing application as the present description is,

pheric pressure.

suring leak proof contact of valve 31 with its seat under predetermined conditions.

Chamber 33 is in communication preferably at all times through cross passage 29 with the engine side I of valve I3 while chamber 4I is 6 in communication through passages 43 and 44 respectively with nipples 46 and 46, screwthreadedly received in suitable-openings in governor bodyj I I. Nipple 46 is connected by means of a conduit 41 to a nipple 43 screw-threadedly received in a suitable aperture 49 provided in a boss 5D formed on carburetor 23. A passage 5I connects conduit 41 to the atmospheric side A of throttle valve 24. It will therefore be apparent that chamber- 4I will be in communication with the atmosphere through passage 44, nipple 46, conduit 41, nipple 43 and passage 6I when throttle valve 24 isA in closed position as x shown in the drawing. The purpose of the f above described connection will appear as the Z0 description proceeds. l

' Passage -43 and nipple 45 are connected by a conduit 54 to a pressure responsive operator 66 which may 'be of any suitable construction. In the present instance, operator 55 is of the diaphragm type and comprises a two-part casing 56 formed by complemental sections 51 and 58. Each of said sections is provided with anges 59 between which the peripheral edge 6I of a exible diaphragm 62 isv secured by means of suitable fastening means as shown. Spring 63 is provided in connection with diaphragmv 62 and section 51 to partially offset the action of the reduced pressures which are developed in the operator to insure greater sensitivity of the 35 diaphragm.

Conduit 54 is designed to be screw-threadedly received in section 51 and casing 56-and connects annular chamber 4I to a chamber 64 formed between section 51 and diaphragm 62. The other face of diaphragm 62 is exposed to atmosphere through a central aperture 65 which is designed to freely receive a rod 66 secured to the center of diaphragm 62 by means of nuts 61 or in any 45 'is suitably connected` to a distributor element which in the present instance is a circuit breaker lever plate- 63 of a distributor 63. Plate- 63 lcarries a grounded contact 1I which cooperates with a contact 12 carried by lever 13 pivotal/60 the timing of the ignition or spark in well known manner. y Since chamber 4I is maintained at atmospheric pressure when throttle VYLILLSWLL tlosed position, it will be readily apparent that cham- 35 ber `64 due to its connection to chamber 4I through conduit 54, will also be subject to atmos- Diaphragm 62 and spring v63 are preferably designed so that the diaphragm will be balanced under such conditions, and 70 distributor element 63 will be maintained in a position corresponding to the retarded spark position. 'I'his position of diaphragm 62 corresponds to the retarded position of the spark or ignition and is desirable when the engine is 24is closed. y

When the'engine is to be started, the opera tion of the cylinders therein by the starting mechanism creates/a suction or-reduced pressure in the intake-alg. At this timev governor valve i3 is in "its Wide open position and the suction of the manifold is effective upon the bottom of piston through crosspassage 3i and chamber 33, and is also' effective in chamber 38V through cross passage 29. Since the pressure at these two points acts in opposite directions and islequal, piston 35 remains in the positionv shown in Figures 2 and 3, and the diaphragrn52 -is maintained under balanced pressure andthe spark remains in retarded position. This condition exists even after the engine is running so spark at idling speedswhich vis desirable since a smooth rather than a rough idle is thus promoted.

To accelerate the engine, throttle valve 24 is l opened connecting passage 51| to the governor sideCrof throttle 24 which is ,under sub-atmos--.

pheric pressure by reason of the intakev suction. Cross passages 29 and 3i are Astill under substantially equal pressures and vpiston 33 revmains in ,its position. The' sub-atmospheric pressure adjacent passage 5I is communicated to' chamber 4I and chamber 64, and diaphragm 52 is moved due -to atmospheric pressure through .opening 55 against` the action of spring 53,4

thusmoving rod and causing vmovement of plate 58 to advance the spark or timingiof ignition.

Control ofthe sparii'fthrough passage 5|l is effective up untilthe point where the governorvalve I3 is rotated by the fuel flow to an extent whereby it acts as arestriction` to flow' and sets up a dierential of pressures onits upper and lower'sides. At this time, the passages 3l and 5| are subjected to substantially the same rpressure while the passage 23 issubjected to reduced ber 5 4 under such conditions wouldbe subjected. to substantially-atmospheric pressure through` pressure on the intake side Al2` of governor valve I3. It will therefore be, appreciated that cham- .Y passageSl, conduit-4l, passage 44, chamber 4l,

passage 43 and conduit 54 with a consequent retarding of the spark unless some provision were made to overcome this condition.v In the present device when the elements jreach such a p`o" sition, thepressures acting upony piston 35 will become unbalanced due to the relatively higher pressure existing in chamber 33 on` the bottom Vof piston 35 through passage`3l, andthe relatively low pressure existing in chamber` 38 at the `top of theV piston 35 connected by passage 23to Due to this differential of pressures,` piston 35 moves upwardly against spring 42 and passage l2.

valve 31 is opened and establishes communication between 'chambers 38 and 4|, the body of 5 piston 35 covering passage-44. Extensiontsl of valve 31 abuts plug 33 and the movement f -piston 35 is limited thereby. -In addition to this" function, extension 8i also centers springv42 so` that it' will be maintained its proper position.

With the elements in thisposition, the pressures eilfective upon piston 35 maintain `it in raised position, and chamber 64' is subjected to intake pressuresthrough passage 29, chamber 33, chamber 4i, passage 43 and conduit 54. The

sparkis 'thus maintained in an advanced Iposition which is desired. f

From the Vabove descril'ption it will be seen that 2^ advance of the spark to its maximum position.

However, upon attainment of thegoverned speed or as soon as the governor valve begins to operate as a lrestriction in the conduitand sets up a. diiferential of pressures, the spark is controlled fromthe intake manifold side l of fthe governor and the eiect of theatmosphericl or substantially atmospheric pressureV transmitted through passage 5i is eliminated. Due to they removal of this effect, the sparkr controly will beentirely under the inuenceof the intake pressure in the manifold and pressures existing at the points designated at C, Cf and A will have no effect whatsoever upon diaphragm G2."` f v Under these conditions, it willI be clear that so long as the governed speed is'maintained, the spark will be maintained in ladvanced position and there will be no danger of diaphragm 62 oscillating and causing flutteringv of plates 68 with consequent intermittentadvancingand retarding of the spark. It will be also noted that under such conditions, the pressure in the intake manifold forward ofthe governor acts directly upon the spark control,f and the pressures in the carburetor adjacent the throttle and the under side of the governor are completely eliminated.

When the engine is again throttled, -the governor returns to its wide-open position and the intake pressure becomes effective through pasvsage 3l and chamber 33, and spring 42 moves piston 35 and consequently closes valve 31 while opening passage 44. Chamber 4I is therefore again connected to conduit 41 and passage 5l,

- creases the sensitivity of the device since when the valve I3 goesfftova position where 'it acts as r xarrestsiction and sets up a diierential of pressures, bladeA I3brotates -clockwise to a point betweenpassages 23 .and 3|.y It thus `acts as an .obstruction tosthefuel flow -`attempting to pass tion, and consequently pressure is built up adjacent-passage and reduced-.adjacent passage 23 to an evengreater extent than would northerethrough as shown injhe dotted line posi- It is to be understood thatthe-present inven- V tion may be applied to types of control means other than that illustratedfor varying va 'factor ofV operation of an internal combustion engine What is-'claimedr and desired to be secured-JoyY United States `Letters Patent is' as, for instance, fuel supply, valve controls and of said cross passages and terminating short of the other cross passage; a piston arranged to .reciprocate in said sleeve, said piston having a portion of reduced diameter and a valve head thereon arranged to cooperate with said sleeve -to formy a chamber .within said sleeve and a `chamber immediately above said sleeve communicating with one of said cross passages;

v combustion engine, a fluid conduit; an aixiliary duit at a plurality of points; a third conduit intersecting said auxiliary conduit at two points between said plurality of points of connection,4 said points of intersection of said third conduit' and'said auxiliary conduit being offset axially of said auxiliary conduit; -a valve in said rst mentioned conduit between said points of connection; a piston in said auxiliary conduit subject to the differential of pressure between ,said points of connection, said piston having enlarged portions adjacent its ends normally preventing communication between said plurality of points and said two oiset points of intersection and a reduced portion between said end portions providing an axially extending annular space normally interconnecting said two oiset points of means to normally maintain said piston in a pointersection, whereby on movement of saidvalve sition to seal said chambers one from another, t0 vary the diielentil Of Pressure between Seid -said valve beingdisposed between said cross paspoints of @connectioni said piston is moved to sages whereby on being positioned in a owfreclose one ofsaid offset points ot intersection stricting position, a differential ot pressures is to interrupt the connection between said oiset 20, set ip between said cross passages and said pispoints of intersection and to interconnect said ton is moved to connect said chambers other oiset point of intersection and the low 2. In a governing mechanism for' an internal Pressure IJOIli 0f eenneetiOn by means 0f Said combustion engine, e nuid conduit; an auxiliary annular smoey 1 conduit connected to said iirst mentioned con- 4- In e governing mechanism fr an internal duit at aplurality of points; a third conduit ineombustion engine. a governor bOdy; mein `tersecting said auxiliary conduit at points be.-Y Ds'sage in said'gOvel'iiOlf body; e relatively Smell tween said points of, c onnectitm,` the points of auxiliary passage in said governor body substanintersection of said third conduit and said suxiitiaily parallelins said main passage and in close iary conduit being oiset axially of said auxiliary Proximity thereto:A relatively short cross pasconduit; a valve in said first mentioned conduit Sages Connecting' said main Passage and' said betweenA said pointsiof connection; a piston in auxiliary Pessege Vadjacent the Opposite ends vsaid auxiliary conduitsubject to the diierential thei'eef; III/third Passage intersecting Said auxilof pressure between said points of connection; ieri? Passage at POiIliis between Seid CIOSS DS- and a reduced portion`on said piston providing Sages; B; valve in Said'mein Passage positioned an axially extending annular space to selectively between Said CIOsS Passages whereby 0n moveconnect said oilset points of intersection of said ment 0f Seid Valve t0 a 'lOW restricting Position auxiliary conduit and said third conduit, wheresaid valve tends to set up a differential of prese by on movement of said valve to vary the dif- Sul'eS between Seid' GIOSSPe-Ssages; and a piston ferential of pressure between said points of con- Y ,iii Seid auxiliary Des-Sage subject t0 the diieren- 40 nection, said piston is moved to open or close iiid'l 0f pressure between 'said short el'Oss Desone of said offset points ofv intersection of said Sages, seid Piston being arranged t0 establish auxiliary conduit and said third conduit to in-V Cemmlmieatien between iilie Peints 0f inter-Seeterrupt the connection between said offset points tion-of said third possess and to interrupt the g of intersection, communication between said points ofxintcrseci-I 45 3. In a governing mechanism for an internal tien in`1'eSD0DSe t0 the Pressure dilel'ential between said cross passages. conduit connected to said first mentioned con- WILLIAM E. LEIBING.

DISCLAI MER- v 2,:068,298.-1Willam E'. Letting, Sausalito, Calif. METHOD ANp APPARA'I'US FOR` OPERATING AN INTERNAL COMBUSTIONENGINEQ Patent dated January 19,

1937. Disclaimer led October 20, 1938, by the assignee, Leb'i'ng Automotive Devices, Inc.

Hereby enters .this disclaimer to {clams 2, 3, and 4 '1n said specification.' [O c'ial Gazette November 15, 1938.] A

of said cross passages and terminating short of the other cross passage; a piston arranged to .reciprocate in said sleeve, said piston having a portion of reduced diameter and a valve head thereon arranged to cooperate with said sleeve -to formy a chamber .within said sleeve and a `chamber immediately above said sleeve communicating with one of said cross passages;

v combustion engine, a fluid conduit; an aixiliary duit at a plurality of points; a third conduit intersecting said auxiliary conduit at two points between said plurality of points of connection,4 said points of intersection of said third conduit' and'said auxiliary conduit being offset axially of said auxiliary conduit; -a valve in said rst mentioned conduit between said points of connection; a piston in said auxiliary conduit subject to the differential of pressure between ,said points of connection, said piston having enlarged portions adjacent its ends normally preventing communication between said plurality of points and said two oiset points of intersection and a reduced portion between said end portions providing an axially extending annular space normally interconnecting said two oiset points of means to normally maintain said piston in a pointersection, whereby on movement of saidvalve sition to seal said chambers one from another, t0 vary the diielentil Of Pressure between Seid -said valve beingdisposed between said cross paspoints of @connectioni said piston is moved to sages whereby on being positioned in a owfreclose one ofsaid offset points ot intersection stricting position, a differential ot pressures is to interrupt the connection between said oiset 20, set ip between said cross passages and said pispoints of intersection and to interconnect said ton is moved to connect said chambers other oiset point of intersection and the low 2. In a governing mechanism for' an internal Pressure IJOIli 0f eenneetiOn by means 0f Said combustion engine, e nuid conduit; an auxiliary annular smoey 1 conduit connected to said iirst mentioned con- 4- In e governing mechanism fr an internal duit at aplurality of points; a third conduit ineombustion engine. a governor bOdy; mein `tersecting said auxiliary conduit at points be.-Y Ds'sage in said'gOvel'iiOlf body; e relatively Smell tween said points of, c onnectitm,` the points of auxiliary passage in said governor body substanintersection of said third conduit and said suxiitiaily parallelins said main passage and in close iary conduit being oiset axially of said auxiliary Proximity thereto:A relatively short cross pasconduit; a valve in said first mentioned conduit Sages Connecting' said main Passage and' said betweenA said pointsiof connection; a piston in auxiliary Pessege Vadjacent the Opposite ends vsaid auxiliary conduitsubject to the diierential thei'eef; III/third Passage intersecting Said auxilof pressure between said points of connection; ieri? Passage at POiIliis between Seid CIOSS DS- and a reduced portion`on said piston providing Sages; B; valve in Said'mein Passage positioned an axially extending annular space to selectively between Said CIOsS Passages whereby 0n moveconnect said oilset points of intersection of said ment 0f Seid Valve t0 a 'lOW restricting Position auxiliary conduit and said third conduit, wheresaid valve tends to set up a differential of prese by on movement of said valve to vary the dif- Sul'eS between Seid' GIOSSPe-Ssages; and a piston ferential of pressure between said points of con- Y ,iii Seid auxiliary Des-Sage subject t0 the diieren- 40 nection, said piston is moved to open or close iiid'l 0f pressure between 'said short el'Oss Desone of said offset points ofv intersection of said Sages, seid Piston being arranged t0 establish auxiliary conduit and said third conduit to in-V Cemmlmieatien between iilie Peints 0f inter-Seeterrupt the connection between said offset points tion-of said third possess and to interrupt the g of intersection, communication between said points ofxintcrseci-I 45 3. In a governing mechanism for an internal tien in`1'eSD0DSe t0 the Pressure dilel'ential between said cross passages. conduit connected to said first mentioned con- WILLIAM E. LEIBING.

DISCLAI MER- v 2,:068,298.-1Willam E'. Letting, Sausalito, Calif. METHOD ANp APPARA'I'US FOR` OPERATING AN INTERNAL COMBUSTIONENGINEQ Patent dated January 19,

1937. Disclaimer led October 20, 1938, by the assignee, Leb'i'ng Automotive Devices, Inc.

Hereby enters .this disclaimer to {clams 2, 3, and 4 '1n said specification.' [O c'ial Gazette November 15, 1938.] A 

